Railway signaling.



R. A. McCANN.

RAILWAY SIGNALING.

APPLIQATION FILED JAN.2T, I917.

1 ,27 1 5 93 Patented July 9, 1918.

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R. A. McCANN.

RAILWAY SIGNALING.

APPLICATION FILED JAN.27, I917.

1 ,2? 1,593. Patented July 9, 1918.

2 SHEETS-SHEET 2.

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RONALD A. MGCANN, OF SWISSVALE, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, 016' SWISSVALE, PENNSYLVANIA, A. CORPORATION OF IPEN N SYLVANIA.

RAILWAY SIGNALING.

Patented July 9, 1918.

Original application filed August 19, 1914, Serial No. 857,432. Divided and this application filed January 27, 1917. Serial No. 144,879.

To all whom it may concern:

Be it known that I, RONALD A. MGCANN, a citizen of the United States, residing at Swissvale, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Railway Signaling, of which the following is a specification.

My invention relates to railway signaling and particularly to signaling for stretches of single track over which traflic moves in both directions, such for example, as stretches of single track between passing sidings.

The present application is a division of my co-pending application filed August 19, 1914:, Serial No. 857,432, for railway signaling.

I will describe two forms of signaling systems embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Figure 1 is a diagrammatic View showing a stretch of track having applied thereto one form of signaling system embodying my invention. Fig. 2 is a View similar to Fig. 1 but show ing a modification of the signaling system shown therein.

Similar reference characters refer to similar parts in each of the views.

Referring first to Fig. 1, AB is a stretch of single track between two passing sidings E and F, and over which stretch traflic moves in both directions. Trafiic through this stretch from east to west is governed by signals S, S and S located at intervals in the stretch, and traific from west to east is governed by similar signals S S and S. Insulated joints 1 divide the stretch AB into several successive sections AC, C-D and DB, and as here shown a pair of opposing signals is located near each junction of adjacent sections. Each section is further divided by insulated joints 1 into two subsections; for example, section AC is divided into sub-section A-G and G-C. Each such sub-section is provided with a track circuit, each track circuit comprising the rails of the sub-section, a battery 5 and a track relay, the latter being designated by t e reference charac er W t t e s me exponent as that of the adjacent signal which governs traliic through the corresponding sub-section.

A signal relay is provided for the control of each signal and is designated by the reference character R, with an exponent corresponding to the exponent of the signal controlled thereby. For example, signal S is controlled by relay R signal S by relay R etc; Each signal is provided with a circuit which is controlled by the corresponding signal relay, the circuit for signal S for example, being from battery P through wires 2 and 3, contact 4: of relay R wire 5, con trolling mechanism of signal S, wire 6, con tact 7 of relay R wires 8 and 9, common wire 0 to battery P The circuit for each of the other signals is similar to that just traced for signal S Two signal relay circuits extend through the stretch A-B, one of which normally includes in multiple the signal relays controlling the westbound signals and the other of which normally includes in multiple the signal relays controlling the eastbound signals. Each of these circuits includes a series of line conductors and a common return conductor O, and each circuit includes a main source of current M or M the source of current for each multiple circuit being located adjacent the end of the stretch at which traffic governed by the corresponding signals leavesthe stretch. Considering, for example, the relays governing the westbound signals, which relays are R, R and R these relays are included in multiple in a circuit which includes the main battery M at the west end of the stretch, this being the end at which traflic governed by the corresponding signals S', S and S leaves the stretch. The circuit for relay R is from main battery M through wire 10 contact 11. of'track relay T wire 12, contact 13 of relay T wire 14, relay R wires 15, 16 and common return wire 0 to battery M The branch for relay R leaves the circuit just traced at wire 14, and passes through wire 17, back point of contact 18 of a relay X wire 19, back point of contact 20 of a relay X wire'21, contact 22 of relay T wire 23, contact 2d of relay T wire 25, relay R Wi es 26, 9, and common return wire 0 to by the reference character P with the same -vexponent' as that ofthe corresponding signal. For each intermediate signal 1 also provide -an auxiliary relay designated by the reference character X'Withthe same exponent as that of the corresponding signal, each ofwhich relays isnormally deenergized and isadapted when energized to openat that point the signal relay circuit of which the relay for the corresponding signal forms a part and to connect the corresponding auxiliary source of'eurrentwith the portion of suchcircuit extending to the -rearf-rorn the pointof'open-in-g. This 'control ofthe signal relay clrcuits Will be explained in just traced for relay X p v the "foregoing that the pick-up circuits for the auxiliary relays V are controlled mainly by the signal relays R and by circuit controllers operated'bytthe detail hereinafter, but I will first explain the control of the auxiliary-relays X.

:Each of these auxiliai-yrelaysis provided With a pick-up and a holding circuit. 1? or example, the pick-up circuit for-relay X is from battery P through Wires 2 and 27, con taetL (controlledby signal S), Wire 28, contact L (controlled by signal--S ),-Wires 29 and=30, contact 81-01? relay R Wires 32 and 83, relay X Wire 34, back point of contact 35 of relay X, Wires 36, 9, and O to battery P Hence, in order to energize relay X signal S must be at stop, and signalS at proceed, relay R must be energized, and relay R must be deenergized.

This pick-up circuit is provided With a branch around contact 31 of relay R which branch comprises Wire 37, back point of contact 88 of relay T and wire 39. The holding circuit for relay'X is from battery P through Wires 2 and 4A0,-back point of contacts-1 of relay R Wire 42, contact 4:3 of relay-X Wires 41 i and, 33, relay X WireBL, back point of cont-act35 of, relayX, and

Wires-36,9 and O to battery P ItWill be seen, therefore, that thisholding circuit is closed only vvhenX has previously been energized and relay R 1s deenergized, it H alsoibeing necessary that relay Xfbe deenergized. The control circuits for each of the other auxlliary relays are similar to those It Will be seenfrom signalsthemselves, eachof which circuit conlocated at the eastern end trollers is designated by the reference character Lwith the same exponent. as that of the corresponding signal. 7

The operation of .thesvstemshown inFig. ljduring the passageofa Westbound car or train through the stretch Ari-1B is, as follows: As the train enters sub-section B-K, it opens track relay T, thereby opening at contact 1,45 the circuit for signal 1'elay -R',;so

that signal S moves to the stop position.

The 'inultiplecircuit including signalrel ays R R and R 13 opened at contact 46 of relay T, so that all of these relaysbecome deenergized and thus; allow s1gnals S S and S to move to the stoppos1tion..-: Consequently, as soonas a car or train-enters sub-sect1on-B-K movlng towardthe West,

the first Westbound signal S- and all of the signals governingt-raflicin the opposite 'direction, tl121-t'lS,fI'OI11 West toeast, Will move to. the stop position. The. movement of signals to the stop position, closesthe plck-up circuit foirauxiliary relay X and the movement of signals closes-thepick-up circuit for auxiliary relay'X, so that both :of these auxiliary relays become energized as soon as the Westbound car or train enters that stretch. Asthe'train proceeds and en ters sub-,sectionl)K,1it opens .trackrelay *T, but this causes no change in the signal circuits, because the latter track relay exerts the vsame control over the circuits now involved as does track relay -T. As. the

train proceeds into sub-section EL-D, it opensmtrackrelay 7T which in turnopens the circuit-for relayfllv, and this latter relay,

of course, causes signal S to move to the 7 stop position. v The opening of contact 31 of relay R opens the pick-up eircuitforrelay X for a momentbefore .the holding circuit'for this relay becomes closed at'contact 4L1, but during this interval relay X? we continues to be energized because of the branch in its pick-up circuitincluding contact "38 of track relay T Whiehbranch serves as a shunt .around contact '31 of re- .lay R .Auxiliary .relayX being closed,

the multiple circuit for the Westbound signal I relays is opened at, .co ntact;t8, but auxiliary battery P is now connected ,With relay B through the front point of this contact 48,

so that as soon as the entire .car or train leaves sub-sectwnD-K, thus allowing track relay T to close, relay R becomese'nergized so that signal S returns to the proceed poslt on. "The circult'for relay R 1s now from battery P? through Wires 2 and 47, :front point of contact-4:8, Wire 49, contact 50,

WllB 51, thence through thecontacts of track relays 1T and'TQ, relay R, back'to battery P The closing of track re' layT as the trainilea-ves sub-section D'K, closes the circuit for relay B so that signal S returns tothe proceed ,position. The movement of signal S to the"proceed 'pos1t1on permits a following westbound car or train to enter the stretch. As the first car or train passes out of sub-section HD and into subsection C-H, it opens track relay T and then allows-track relay T to close, but inasmuch as these relays control the same circuits so far as now involved, the change will have no effect on the signals. Auxiliary relay X continues to be energized owing to the fact that relay R is de'nergized, hence, signal S continues to indicate proceed. As the car or train passes from sub-section C-H into sub-section G-C, it opens track relay T and signal relay R and allows track relay T to close. The opening of relay R causes signal S to move to the stop position and also closes the holding circuit for auxiliary relay X Relay X now opens the circuit for relay R at the back point of contact 18 and connects this circuit with battery P through the front point of contact 18, so that relay R now becomes energized from battery P and so allows signal S to move to the proceed position, thus permitting a following westbound car or train to enter section CD. The closure of relay opens the holding circuit for relay X so that relay R is then disconnected from battery P but thisrelay continues to be energized because it is now connected with battery P Of course, if a following westbound train occupies section DB it holds relay R open. The opening of relay X closes the circuit for relay R which latter then becomes energized so that signal S* returns to the proceed position. As the first car or train leaves the section AC, relay R becomes energized from battery M and so dee'nergizes relay X Relays R, R and R are thus again energized from main battery M so that the multiple circuit for the relays controlling the eastbound signals is then restored to its normal condition. Signal S of course, returns to the proceed position as the car or train leaves sub-section r -G. All parts of the system are now restored to the conditions in which they are shown in the drawing.

The operation of the system during the passage of an eastbound car or train through the stretch is similar to that just explained for the operation during the passage of a westbound car or train.

Referring now to Fig. 2, in the form here shown the arrangement of signals and relays is the same as in Fig. 1. The control of each signal by the corresponding relay is also the same as in Fig. 1, but the control of the relays R is different from that shown in Fig. 1 as is also the control of the auxiliary relays X.

In Fig. 2 each signal relay is controlled by a contact on the signal relay for the signal next in advance governing traiiic in the same direction. For example, relay R is controlled by contact 54 of relay R the circuit being from battery P through wires 52 and 53, contact 54 of relay R wire 55, back point of contact 56 of relay X wire 57, contact 58 of relay T wire 59, contact 60 of relay T, wire 61, relay R, wire 62 and O to battery P Similarly, relay R is controlled by track relays T and T and by contact 82 of relay R while relay R is controlled by track relays T and T In like manner relay R is controlled by relay R and relay R is controlled by relay R The circuit for relay R is provided with a branch around contact 54 of relay R which branch is controlled by relay X and is from wire 52, through wire 63, contact 64, wire 65 to wire 55. Similarly, the circuit for each relay R is provided with a branch around the signal relay contact which nor mally controls such circuit. The circuits for relays R and R are not provided with such branches, because, in the form here shown, these relays are not controlled by other signal relays.

Each auxiliary relay X is provided with a pick-up circuit governed by signal operated circuit controllers L, and with a holding circuit governed by signal operated circuit controllers N. For example, the pick-up circuit for relay X is from battery P through wire 66, back point of contact 67 of relay X wire 68, contact L ,.wire 69, contact L wires 70 and 71, relay X wires 72, 73 and O to battery P. It will be seen that this circuit is closed only when signal S indicates stop, signal S indicates proceed, and relay X is deenergized. The holding circuit for relay X is from battery P through wires 52 and 74, contact N wire 75, contact 76 of relay X wires 77 and 71, relay X wires 72, 73 and O to battery P. This circuit, it will be seen, is closed only when signal S indicates stop and relay X has previously been energized. This circuit is provided with a branch around contact N which branch extends from wire 52, through wire 78, back point of contact 79 of relay T and wire 80 to wire 75. Each of the other auxiliary relays X is provided with a pick-up and a holding circuit, which circuits are similar to those just traced for relay X The operation of the system shown in Fig. 2 during the passage of a westbound car or train through the stretch is as follows: As the car or train enters sub-section K-B, it opens relay T, which relay opens at contact 60 the circuit for relay R, whereby signal S is caused to move to the stop position. Relay T also opens at contact 81 the circuit for relay R whereby signal S moves to the stop position. Relay R opens relay R and relay R opens relay R whereby signals S and S likewise move to the stop position. As the train proceeds into section D'K, no change is eifeclted, because track relay T controls the same circuits now involved as relay T. The movement of signal S to the stop position closed the pick-up circuit for relay X and the similar movement of signal S closed the circuit for relay X As the car or train' enters sub-section IrI-D, it opens relay T which in turn opens relays R whereby signal S moves to the stop position. This movement of signal S closes contact N and thus closes the holding circuit for signal X but during the interval between the opening of contact L and the closure of contact N a temporary holding circuit is closed for relay X through contact 79 of relay T thus avoiding any possibility of an accidental opening of relay X When the entire car or train passes out of sub-section D-K the closure of track relay T allows signal S to return to the proceed position, and although the circuit for relay It is now open at contact 54 of relay R this circuit is closed at contact 6i of relay X so that signal S returns to the proceed position. Similarly, as the car or train passes the point C, it allows signal S to return to the Fproceed position, and it also allows signal S to return to this position, even thoughthe circuit for relay R is open at contact 82 of relay R As'the entire car or train leaves the stretch, signals S and Sireturn to the proceed position, so that all parts of the system resume the positions in which they are shown in the drawings.

The operation of the apparatus during the passage'of an eastbound car or train through the stretch is similar to the opera tion just described during'the passage of westbound car or train.

Although I have here-in shown and described only two forms of railway signaling embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

1 Having thuszdescribed my invention, what I claim is:

1. In combination, a stretch of railway track divided into track-circuited sections, signals located at intervals for governing traffic through the stretch, means for controlling each signal by each track circuit in advance of the signal, an auxiliary relay corresponding to each signal for rendering the track circuits in advance thereof ineffective to control the signal next in the rear, a pick-up circuit for each auxiliary relay controlled .by one or more track circuits in advance of the corresponding signal and by a contact operated by an adjacent signal governing traflic in the opposite direction which contact is closed only when the signal indicates stop, and a holding circuit for each signal relay by the signal relay for the signal next in advance governing traflic in the same direction, track circuits for the stretch including track relays for controlling said signal relays, an auxiliary relay corresponding to each signal for rendering the signal relay for such signal inefiective to control the signal relay for the signal in the rear, a pick-up circuit for each auxiliary relay controlled by one or more track circuits in advance of the corresponding signal and by a contact operated by an adjacent signal governing traffic in the opposite direction whichcontact is closed only when the signal indicates stop, and a holding circuit for each auxiliary relay controlled by one or more track circuits in advance of the corresponding signal.

3. In combination, a stretch of railway track divided into a plurality of successive sections, a pair of opposing signals located adjacent each junction of two sections, a signal relay foreach signal, a circuit for each signal relay which circuit is controlled by the signal relay forthe signal next in advance governing traflic in the same direction, track circuits for the stretch including track relays for the control of the signal relays, auxiliary relays one for each signal for rendering the corresponding signal relay ineffective to control the relay for the signal next in the rear, contacts operated by the signals, a pick-up circuit for each auxiliary relay including'a contact operated by the corresponding signal and closed when the signal indicates clear, and a contact operated by the adjacent signal governing traflic in the other direction and closed when the signal indicates danger,and a holding circuit for each auxiliary relay including a back contact of the track relay forthe track circuit immediately in advance of the corresponding signal and a front contact of the auxiliary relay. 7

4. In combination, a stretch of railway track divided into a plurality of successive sections, a :pair of opposing signals located adjacent each junction of two sections, a signal relay for each signal, a circuit for each signal relay which circuit is controlled by the signal relay for the signal next in advance governing traffic in the same direction, track circuits for the stretch including track relays for the control of the signal relays, auxiliary relays one for each vsignal for rendering the corresponding signal relay ineffective to control the signal relay for. the signal next in the rear contacts operated by the signals, a branch for each holding circuit around said pick-up circuit for each auxiliary relay insignal operated contact and including a cluding a contact operated by the correback contact of the track relay for the track sponding signal and closed when the signal circuit immediately in advance of the cor- 15 5 indicates clear, and a contact operated by responding signal.

the adjacent signal governing trafiic in the In testimony whereof I aflix my signature other direction and closed When the signal in presence of two witnesses.

indicates danger, a holding circuit for each RONALD A. MCCANN. auxiliary relay including a contact operated Witnesses:

110 by the corresponding signal and closed A. HERMAN WEGNER,

when the signal indicates danger, and a R. GEORGE RUDMAN.

copies of this patent may be obtained for five cents each, by addressing the Commissioner of l'atenta,

Washington, D. 0. 

